Means for starting a diesel driven locomotive



MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29, 1931 6Sheets-Sheet INVENTOR March 26, 1935. EMURRAY 1,995,320

MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29, 1931 6Sheets-Sheet 2 March 26, 1935. F. F. MURRAY MEANS FOR STARTING A DIESELDRIVEN LOCOMOTIVE Filed May 29, 1931 6 Sheets-Sheet,

Rm %4 w b M 4 Ma March 26, 1935.

F. F. MURRAY MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29,1931 6 Sheets-Sheet INVENTOR March 26, 1935.

MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Fil d May 29, 1931 6Sheets-Sheet 5 F. F. MURRAY 1,995,320

March 26, 1935. I F. F. MURRAY MEANS FOR STARTING A DIESEL DRIVENLOCOMOTIVE Filed May 29, 1951 6 Sheets-Sheet 6 Patented Mar. 26, 1935 IMEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Frederick F. Murray, OilCity, Pa.

Application May 29, 1931, Serial No. 540,850

' 18 Claims. (Cl. 60-44) The present invention relates to the startingup needed in order to repeat the method for rapid of an internalcombustion engine. More particuhot fluid pressure generation. larly,this invention relates to the starting up In the following embodiment ofmy invention, of an internal combustion engine which is per- Iprovideapparatus for generating such fluid presmanently and directly connectedto its load. In sure by charging a chamber with a combustible 5accordance with the present invention, a Diesel mixture and displacingthe mixture, the firing of engine or other internal combustion enginemay mixture taking Place during the d p ent be directly andpermanentl'yconnected to its load, stroke. My invention furthermore providl in thestarting of the internal combustion engine combination with an internalcombustion engine,

being brought about without the necessity for disapparatus forgenerating high fluid pressure, the 10 connecting the engine from itsload. gases being delivered to the combustion chamber At the presenttime internal combustion en-' of the internal combustion engine whileretaining gines, such as Diesel engines, are used to a certain theirheat. Furthermore, my invention provides extent for driving ships,locomotives, and so forth, an improved method of starting an internalcomwhere the load is relatively heavy. Where such bustion engine whichcomprises the steps of igl5 engines are thus employed, however, theengines niting a combustible mixture in a compressor cannot be directlyand permanently connected chamber and displacing the gaseous combust oto their load, because o p ovis has been a products into the combustionchamber of the infor Starting t e engines U d o d- Where the ternalcombustion engine while retaining their load is heavy, as in a case of alocomotive or a h t ship, it is not practical to transmit the power mthaccompanying dra in sin which not as generated through a c e to themagnitude limiting my invention but merely for the purpose of the forcesinvolved- Accordingly, i has been of illustrating the same, I have shownone embodinecessary to resort to electrical transmissions innt, which tSame may assume,

volving the outlay of considerable capital for the 1 is a View,principally in central t 25 electric current generating mechanism andthe of combustion chamber of an engine t whi h s meter for driving theload: connected a compressor for delivering hot gases In accordance withmy invetnion, I make prounder high pressure for starting the engine; Ivision for starting the internal combustion en- 2 is a ti l vie throughthe the valve gine by generating'fiuid pressure at suflicientlycontrolling the intake of the compressor; 30

high pressure, so that when introduced into the Fig 3 shows diarammatically th bi ati n combustion chamber of the internal combustion fan internal combustion engine, compressor eng the lee-d may be drivenfordelivering gaseous combustion products to the Specifically withreference to a Diesel locomoengine d a prime v r for driving thecomtive, I propose to direct connect the prime mover r; t0 the Wheelswithout interposing n form of (115- Fig. 4 is a diagrammatic view of acontrol device engaging clutchconsidering the Prime for preventingexcessive pressures in the mechamover cycle of operation to comprisenormally the steps of (1) compression, (2) combustion, (3) Figexpansion, I provide broadly in my invention the starting of the primemover by practicing steps (1) and (2) independently of (3) in a separateapparatus and introducing the products of combustion while underpressure into the prime mover to permit step (3), i. e. expansion, tocause the prime mover to start under load. In the fore- Fig 7 is a topplan View of a compressor going novel method step (1) may be practicednected with a pair of cylinders of an internal comeither rotatlvely, i.e. centrifugally in an apparabustion engine; 50 tus separated from theprime mover or it may be Fig 3 is a sectional View on t line I- 111 50'practiced by positive displacement apparatus. of i '1; Step (2) maytake place in an especially provided Fig 9 is a diagrammatic view of ati r f r chamber in the case of the centrifugal apparatus igniting thecharge in the form of compressor or, on the other hand, within thedisplacement shown in Fig. 1;

" compressor. In each case, proper scavenging is Fig. 10 showsdiagrammatically an arrange- 5 is a sectional view of a modified form of40 compressor in which the discharge valve is mechanically operated;

Fig. 6 is a view principally in central section of a modified form ofcompressorin which fuel is injected and ignited previous to completionof compression stroke;

for the com the compression and-firing of rammatically the arrangementof parts for the burning of injected fuel pressor of Fig.

Fig. 12 is a diagrammatic plan view showing emb cylinder units permdriving wheels of odied in a pair of multiple anently connected to the alocomotive;

Fig. 13 is a diagrammatic perspective view of the cams controlling theinlet and discharge from Fig. 6 illustrating the inlet and dischargepassages of the comp This application is ressor shown in Fig. 6.

a continuation in part of my copending applications Ser. No. 57,096,filed Sept. 18, 1925, and Ser. No. 258,541, filed Mar. 2, 1928.

The engine selected for illustration is of the Diesel type, andcomprises known in the art.

.My invention relates broadly to the starting up of an internalcombustion engine and must, ing of the engine.

The entire load which is driven by the internal combustion engine, suchcompressor cylinder independent prime mover. now be described more inombustion from within the by. power derived from an The compressor willdetail.

cable a piston 13.

The crank shaft 14 of the compressor. A fly wheel 17 on the crank shaft14 promotes the smooth running of the compressor.

The gaseous products ofcombustion are conducted as directly as possiblefrom the head 18 of the'compressor to the head 19 of theinternalcombustion engine. These gases are at such high temperature that heatresisting alloys are preferably employed in the construction of the Inorder to cut of the cylinders 6 ranged at each end the head 18. Insimilar fashion a spring pressed valve 22 controls the discharge end ofthepassageway 23. The valves 20 and 22 are-subjected to high temperatureconditions'and are preferably formed of a heat resisting alloy; andthese vention, be water within the cylinders. v

The introduction of fuel and the burning" of the same within thecylinder 12 is controlled jointly by the crank shaft 10 of the internalcombustion engine and the crank shaft 14 of the compressor. It is withinthe contemplation of my invention that fuel in liquid, solid or incarbureted form may be charged into the cylinder 12. If liquid or solidfuel is injected, it may be ignited by the compressionwithin thecylinder 12. Preferably, however, the liquid or solid fuel is ignited atthe time it is injected into the cylinder. In any event, the ignition ofthe charge of fuel should take place substantially before thedisplacement stroke of the piston 13 is completed. e I Y My improvedcompressor may be operated with carburetedifuel, Fig. 1 showing anarrangement for burning carbureted fuel, or with liquid or solid fuel,Fig. 6 showing an arrangement for burning the latter type of fuel. InFig. 1 a conduit 30 leads from a suitable carbureter to an inlet passage31 in the head 18; andfa valve 32 the port throughjwhich .the charge offuel is admitted to the cylinder 12. Although a check valve i prefer toemploy a mechanically actuated valve. As shown more particularly in Fig.2, the valve 32 is pressed outwardly by a compression spring 33, actingagainst a washer or flange 34 on the valve 32.. During the return strokeof the piston-"13; a combustible charge is drawn into 'thecylinder 12,the valve 32'being opened to permit the admission of the charge;Duringthe displacement stroke of the piston 13, the chargeis fired'by'aspark plug or other suitable ignition device 35 projecting within thecylinder 12 adjacent its valves may, within the contemplation of .my inamay be employed at this point, I

- the reciprocation of the piston 13. rod 43 is moved to end. The firingof the charge within the cylinder 12 is timed from the crank shaft 14 bymechanism later to be described. At the end of the displacement strokeof the piston 13, the clearance space at the end of the cylinder 12 isvented to atmosphere by means of a vent valve 3'7 controlling apassageway extending longitudinally of the valve 32. The clearance spaceat the end of the cylinder 12 is made as small as possible to avoid there-expansion of burned gases within the cylinder 12. The opening of thevalve 3'7 discharges to atmosphere the pressure remaining within thissmall clearance space along the passageway within the valve 32, the stemof the valve 3'7 being fluted to permit flow of the burned gases alongthe same. The valve 3'7 is pressed by a spring 38 toward a seat 39formed on the valve 32 surrounding the passageway which extends throughthe valve 32 as above mentioned; and the spring 38 is under compressionbetween the washer or flange 34 and the head 39 of the stem of valve3'7.

Valve actuating mechanism is provided for controlling the valves 32 and3'7. The end of a lever 40 is arranged to cooperate with the head 39 soas to open the valves 32 and 3'7 at the proper time. The lever 40 ispivoted to a standard 41 on the head 18, and is connected by a link 42to a rod 43. It will be understood that the rod 43 is disposed adjacentthe cylinder 12, this rod being shown more or less diagrammatically inFig. 1, so as to clarify the principle of operation of the mechanism.The rod 43 carries a washer 44 against which bears one end of a coilspring 45, the other end of the spring 45 bearing against a support 46.The spring 45 tends to move the rod 43 to the left so as to bring a camroller 48 rotatably carried by the rod 43 into operative relation with acam 49 secured to a cam shaft 50. A helical gear 51 on the shaft mesheswith a helical gear 52 carried by a shaft 53. This shaft extendsadjacent the crank shaft 14 and carries a helical gear 54 meshing with ahelical gear 55 secured to the crank shaft 14. The helical gearing is soproportioned that the shaft 50 is driven at thesame speed as the crankshaft 14; and, therefore, the cam 49 rotates in synchronism with Whenthe the left so that the roller 48 is in operative relation to the cam49, the lever 40 is rocked to permit the admission of a charge ofcarbureted fuel to the cylinder 12. The cam 49 is so positioned on theshaft 50 that the lever 40 starts to depress the head 39 atsubstantially the end of the compression stroke of the piston 13. Thespring 33 maintains the valve 32 closed, but the valve 3'7 is opened soas to scavenge the clearance space at the end of cylinder 12. Furthermovement of the link 42 causes the lever 40 to move the head 39 farenough so that the bevelled faces 5'7 engage the cup shaped'surface 58within the upper end of the stem of the valve 32. This prevents the flowof gases through the passage- .way in the valve 32; and simultaneouslythe valve 32 starts to open. Carbureted fuel accordingly enters. thecylinder stroke of the piston 13. Near the end of this stroke the cam49moves out from beneath the roller 48; and the lever 40 is rocked so asto close both the valve 32 and the valve 3'7. The direction of movementof the piston 13 is now reversed and compression of the charge followedby ignition of the same takes place.

The delivery of carbureted fuel to the cylinder 12 should be interruptedduring the return stroke I have provided the shaft "73 so that the lever12 during the downward.

of the piston 8 so that no discharge of pressure fluid shall take placeinto the cylinder 6 during the movement of the piston 8 toward the head19. a cam controlling mechanism which moves the roller 48 out ofoperative relation during this stroke of thepiston 8. The rod 43 carriesonthe other end from the roller 48 a roller 60 which is caused to rideagainst the surface of a cam 61 by the spring 45. The cam 61 is securedto a shaft 62 carrying a helical gear 63. This gear meshes with ahelical gear 64 on a shaft 65 driven through gearing 66 from the crankshaft 10 of the internal combustion engine. The gearing 63, 64 and 66 isso proportioned that 62 is rotated at the same angular rate as the crankshaft 10. Accordingly, the cam 61 is rotated in synchronism with thereciprocation of the piston 8. During the upward stroke of the piston 8the roller 60 is riding on the high portion of the cam 61, and theroller 48 is moved to the right so as not to be in contact with the cam49. Accordingly, the inlet valve 32 remains seated, and no carburetedfuel is admitted to the cylin der 12. Since the clearance space at theend of cylinder 12 is the smallest poss'ble, it is undesirable toreciprocate the piston 13 without relieving this clearance space, asotherwise the number of compressions would be too high for safety.Accordingly, I provide a cam bracket 68 mounted on a support extendingfrom the cylinder block in such position as to lift .the rod 42 anddepress the valve 3'7 off its seat, when the cam 61 is in the positionshown in Fig. 1. The bracket 68 is provided with a cam surface 69 ontowhich the roller 48 may roll when the rod 43 is pushed to the right bythe cam 61.

In order that the valve 37 may be manually lifted off its seat torelieve the end of the compressor cylinder, either when the compressoris being started or at some other time when it is desirable to preventexcessive pressure, I provide a lever '70 connected by a link '71 withthe link 42. An eye '72 on the end of the link '71 surrounds the link42, so as'not to interfere with reciprocation of the link 42. A ratchetsegment '73 is provided for holding the lever '70 in position fordisengaging the cam roller 48 from the cam 49. During normal operationof the valve 32, a link '74 holds the ratchet '75 away from the segment'70 is free to oscillate as the cam 61 moves the rod 43 back and forth.During the stroke of the piston 8 away from the head 19, the roller 60is riding on the low surface of the cam 61, that fuel is delivered tothe cylinder 12 to be ignited and displaced therefrom into the cylinder6. It will be noted, therefore, that the compressor is controlled sothat displacement of gaseous combustion products takes place from thecylinder 12 into the cylinder 6 only so long as the piston 8 is'beingforced away from the head 19 of the engine.

The ignition of the fuel takes place substantially before thedisplacement stroke of the piston is completed. I have found that asuitable time for the ignition of the charge being compressed in thecylinder 12 is when the crank is moving toward dead center and isapproximately 45 away from dead'center. I have shown in Fig. 9 one formof a timing device which may be employed for igniting the charge offuel. It will be understood, however, that this showing is merelyconventional and that various types of timers are well'known, and thataccordingly any suitable into the position shown in Fig. 1.

high part of the cam 61.

may be substituted for the one around an iron core 7'8. The secondarywinding consists of a large wire wound over the A condenser 84 isprovided to prevent arcing at the contacts 81.

As shown in Fig. 9, the'cam 83 is in the position which corresponds tothe position of the piston 13 shown in Fig. 1. Since the cam is rotatedin a counter-clockwise direction, it will be apparent that the contacts81 will open to break the circuit through the primary winding at aboutthe time the crank shaft 14 is 45 from the dead center position shown inFig. 1; and accordingly, the take place approximately at the time thecrank is 45 from dead the spark plug when the roller 60 is on the Thisdevice comprises a bracket 85 secured to the rod 43.

tact 86 when the rod 43 is moved to the right It is apparent,

tionsof a charge in the compressor may take q sw. I I

In Fig. 5 I have shown pressor m which the discharge valve ismechaninumber of turns of fine.

' air may be controlled by an guided by an upright 9'7 on the head 18-is actuated by the rod 97. so as to move the stem 98 of a valve 98toward and fromits seat 21. A set of springs 99 is housed within a.casing 99, these piston 13.

The cam 96 is so shaped and so positioned on the shaft 50 that the lever97 the valve 98 nection '72 to the bell-crank lever 70. the lost motionconnection'thus provided, the lever 70** may be released and kept inreleased position.

103 (see Figs. 11 and 14).

ton 101, sion stroke of the piston.

The discharge outlet 104 is connected through connected to its load.

The operating cycle of the explosive compressor is as follows:- e crankshaft 102 ,is rotated by are not shown in the drawings. As the piston101 starts downwardly, scavenging and supercharging air under pressureenter vents discharge from the the cylinder 100 by way of the intake theinlet valve.

When the piston is in its lowermost position, the scavenging portsl05,which open through the cylinder walls, are uncovered by the piston sothat any burned gases from previous combustion are in this way clearedfrom the cylinder. As the piston rises on its compression stroke, theseports are closed, the air pressure above the piston quickly rising abovethat of the scavenging and supercharging air pressure so that the inletvalve closes. The discharge valve, which maybe of the type shown in Fig.1, but preferably of the mechanically operated type shown in Fig. '5,precylinder 100.during the compression of the combustion supportingmedium. I

At the proper instant in the compression stroke of the piston 101, afterthe heat of compression in the cylinder becomes sufficient to ignite afuel, fuel is injected into piston. Preferably, -the injection is timedto take place at such an interval prior to the completion of the upstroke of the piston 101 that the crank shaft 102 is at an angle of fromthe dead center position shown in Fig. 6. The fuel ignites due to heatof compression or, in the case of some fuels, may be fired by some hotbulb or sparking device of which a. variety of types are well known. Dueto this ignition, the pressure of the resultant gases of combustionrises. At the same time the piston is moving on its compression stroke,thus augmenting the pressure generated by the burning of the fuel. letvalve opens and the burned gases, together with the still burning-fueland the air remaining in the cylinder, are expelled from the cylinder asthe piston completes its upward stroke.

In order to control the timing of the fuel injection, I provideregulating mechanism as shown in Fig. 6. From the pump 107 leads a fuelsup- 103 past ply pipe 108. When the bleeder 110 isunscrewed,

oil is permitted to make its way passage 111 should the pump 107 beoperated. When starting, the pump 107 is operated manually to free theoil pipe 108 ofair. The bleeder 110 is then screwed down to preventcharge of oil by way of passage 111, the oil thereafter passing downthrough the conduit 112. A valve 113 controls the admission of fuel tothe cylinder 100, this valve being provided with a fluted stem 114 whichcarries a closing spring 115.

When the fuel oil is delivered into the cylinder 100, the pump 107drives the oil under pressure through the pipe 108 and along the flutesof the valve stem 114 within the conduit or passageway, the valve 113being finally moved off .its seat against action of the closing spring115 and against the compression pressure entering the diffusing holes116 from the cylinder. It is to be borne in mind inder during the up orcompression stroke of the piston 101. Upon cessation of adequatepressure in the pipe 108 to open the valve 113, the valve is closed bythis spring.

For operation of the fuel pump 107, I-provide a gear 118 rotating withthe crank shaft 102 which drives the piston 101. The gear 118 drives ahelical gear 119 mounted on a shaft 120 which also carries a similargear 121. A gear 121 drives a gear 122 meshing with a gear 123, whichlatter gear drives a rotat ng pin 124. Connecting rod 125 attached tothe pin 124 carries a roller 126 which is caused to reciprocatevertically by out of the bleeder the cylinder 100 above the any furtherdis- 'is in the positionshown in that fuel is fed into the cyl- .space136 until such time reason of a link 127 connected at one end to theroller and pivoted at its other end to a support 128. Rotation of thecrank shaft l02, therefore, not only causes reciprocation of the piston101 but also reciprocates the roller 126.

The oil pump is of the plunger type and its plunger 129 is caused tomove upwardly by a spring 130. The upper end of the plunger is providedwith a cap 131 adapted to engage an uplimit stop 132. The pump suctionvalve 133 cooperates with the inlet to the pump chamber and. the checkvalves 134 control discharge from the pump chamber.

On the upward stroke of the pump plunger 129, oil-from a supply tank isdrawn through pipe 135 into the space 136 within the pump, and past thesuction valve 133 into the plunger space 137 of the pump. On plungerunder the action of the pin 124, rod 125 and. roller 126, fuel will bedischarged from the delivery space 137 past the valves 134 into the fuelpipe 108.

The commencement of the down stroke of the pump plunger 129 is of theexplosive compressor piston 101 in its cylinder on its up stroke. Thetiming-of fuel ignition about to be described, is accomplished by meansof earn 141 attached in any-desired position on the same shaft 'as gear122. The gear 123 is placed in mesh lation as to insure that the plunger129 moves on its displacement stroke as a length of time as fuelinjection is desired. The specific timing of injection of the fuel intothe cylinder 100 is brought about as followsz-The timing cam 141 isdriven in a clockwise direction by the gear 122. A cam follower 142attached to one arm of a bell-crank 143 cooperates with the cam 141. Arigid connecting rod 144 is attached to the other arm of the bellcranklever 143 and pivotally connected to this rod is a lever145 fulcrumed at146. A push rod 147 is (with the parts as shown in Fig. 6) heldincontact with the lever 145 by a spring 148, the push rod extendinginto the space 136 of the oil pump in such position as to contact withthe pump suction valve 133 above referred to. K When fuel deliverythrough pipe 108 takes place, the upper end of the rod 147 is justshortof contact with the suction valve 133. Y

Again referring to the timing cam 141, it will be seen that when thefollower 142 engages the recessed portion of the cam, the rod 145 willhave moved (if necessary, along the slot to position to permit thespring 148 to move the push rod 147 away from the valve stem to permitthe pump plunger 129, which is moving downwardly, to close this valveand discharge fuel oil through the check valves 134 into the compressorcylinder 100. On the other hand, when the plunger 129 the drawings withthe cam follower 142 in the position shown, the suction valve 133 willbe held open so that a downward .movement of the oil pump plunger atthat time will merely force fuel past the valve 133 into the is releasedby the push rod 147. Specific timing, therefore, of fuel injection pastthe injection valve with respect to the movement of compressor piston101 is afforded by the cam 141, follower 142 and associated mechanism.While the instant of injection of the fuel into the cylinder thedownward stroke of the with gear 122 in such re-v described during suchas the'suction valve 133 determined by the position 100 on the explosivecompressor may be varied as desired, fuel injection commences, as shownin I'l 6, approximately at mid-compression stroke of the compressorpiston 101, at which time the cam 141 is turned so that the point 151 ofthe depression therein is under the follower 142 which corresponds tothe fuel pump actuating of the fuel already described.

The timing mechanism already described pro-' vides for injection at theproper time of fuel into the cylinder on the compression stroke of theIn Figs. 7 which The water jacketed cylinders 6 and 6 nected by watercooled passages and 160' to the compressor cylinder 12. Valve mechanismfor controlling the supply of fuel to the cylinder tion into thecylinder 6*.

'It will be understood that since two mecha nisms 164 are provided, twocams 96 and 96 must be provided on the shaft 50. These cams same side ofthe shaft 50. It will be unthat the pistons in the two cylinders 6 fromthe derstood are con- I it shown in Fig. 13, be arranged to project isineffective to open the Since the cylinder 6 01' cylinder 6*, there isno need for rendering the inlet valve inoperative as in the form shownin Fig. 1. Accordingly, the cam 49 cooperates with the roller 48 to openand close the inlet valve on the downward and upward strokes of thepiston in the cylinder 12*.

Although I have shown diagrammatically an arrangement for. starting up atwo-cylinder indrive the second set of wheels. With each of the Dieselengine units cooperates an explosive comcompressors 216. The levers 70(or 70, as the case may be) are next released so that fuel is admittedto the cylinders of the explosive compressor. The prime movers 216 drivethe crank shafts of the explosive compressors so as to displace theproducts of combustion successively into the cylinders of the Dieselengine unit. Due to thehigh pressure of the gaseous products of comtostart the locomotive.

When the locomotive has attained sufficient speed, as for instance, 6 to/5 of maximum speed, the explosive compressors are shut off, and theDiesel, which is already in a running condition due to the hightemperature of the gases-used to start the same, is started functioningon its own cycle.

It will be apparent that I have provided an improved arrangement forconnecting an internal combustion engine directly and permanently to itsload. As an important feature in solving the problem of starting up suchan engine, I have crating high fluid pressure in which the pressuregenerated by burning fuel in a combustion supporting medium is notdissipated but is fullyap plied to the piston or pistons of the internalcombustion engine to start the same under load. It will, furthermore, beapparent that in'accordance with my improved method of startinganinternal combustion engine, 'a charge of fuel, together with acombustion supporting medium, are mixed and burned in one cylinder andare thereupon transferred by power derived from an outside source to thecylinder of the internal combustion engine to there perform usefulwork.

My invention has the distinct advantage that, as shown in Fig. 12, thewheels of a locomotive may be directly and permanently connected to oneor more Diesel engines. My invention pro: vides for starting up theDiesel engine or engines thus connected, and then changing over to theregular Diesel cycle when the locomotive has attained sufiicient speed;It is noteworthy that the Diesel engine which is started in this manneris already in a running condition when it is started functioning on itsowncycle, since the gases which are supplied by my improved explosivecompressor to the Diesel engine are at a high temperature and heat thewalls of the cylinders of the Diesel engine.

While I have illustrated and described several specific forms ofexplosive compressor and several arrangements for connecting one or moreexplosive compressors with a cylinder or cylinders of an' internalcombustio'nengine, it will be'understood that the invention is notrestricted to the particular constructions and arrangements shown, butmay be variously modified within the contemplation of the invention andunder the scope of the following claims.

I claim: a

"1. In combination, an internal combustion engine permanently connectedto its load, and means for supplying gaseous combustion prod? ucts athigh temperature and under high pressure to said engine to start thesame under its load comprising a combustionv chamber, a displacementmember reciprocable in said chamber, means for supplying fuel and mediumcapable of supportingcombustion to said chamber, means for deliveringgaseous products of combustion 'directly from said chamber to saidinternal combustion engine, and a prime mover for moving saiddisplacement member against the pressure generated by such combustion insaid combustion chamber to expel the gaseous products of combustionunder such generated pressure.

2. A motor comprising in combination a cylinder and piston, andapparatus for supp ying actuating fluid to the same comprising a combustion cylinder, means for supplying a combustion supporting medium tosaid combustion cylinder, a piston reciprocable in said combustioncylinder, means for injecting fuel for combustion in said medium, meansfor conducting the gaseous prodprime mover devised an improved method ofgen-- inder,

'a combustion chamber,

.tion chamber, means ucts of combustion directly from said combustioncylinder to the first-mentioned cylinder and a for moving saidsecond-mentioned piston against the pressure generated by suchcombustion in said combustion cylinder to expel the gaseous products ofcombustion under such generated pressure from the combustion cylinderinto the first-mentioned cylinder.

3. In combination, an internal combustion engine, and an explosivecompressor for supplying gaseous products of combustion to said engineunder high pressure to start the same, said explosive compressorcomprising a combustion cylinder, means for supplying a charge of mediumcapable of supporting combustion and fuel to said cylinder and forburning and substantially completely displacing said charge from saidcylsaid means comprising a piston reciprocable within said cylinder withminimum clearance space at the-end of the displacement stroke, and

means for actuating said piston, said actuating generated by suchcombustion to displace substantially all the gaseous products ofcombustion from the compressor cylinder.

A. In a locomotive, a driving wheel for engaging the track, an internalcombustion engine for furnishing power to the driving wheel, and meansfor supplying fluid at high temperature and under high "pressure to theinternal combustion engine to start the locomotive comprising means forsupplying fuel and medium capable of supporting combustion to saidchamber, a displacement member reciprocable within said chamber, meansfor conducting the gaseous products of combustion directly from saidcombustion chamber to the internal combustion engine, and a prime moverfor reciprocating said displacement sure generated by such combustion insaid combustion chamber.

5. In combination, in a locomotive, a driving wheel, an internalcombustion engine permanently connected to said wheel to drive the same,and an explosive compressor discharging directly into said internalcombustion engine forsupplying pressure fluid thereto to start thelocomotive, said explosive compressor comprising a comfor supplying fueland medium capable of supporting combustion to said combustion chamber,a displacement member reciprocable in said combustion chamber, means forconducting gaseous products of' combustion directly from said combustionchamber t9 said internal combustion engine and a prime mover foractuating said displacement member against the pressure generated bysuch combustion to expel the gaseous products of combustion underthegaseous products of combustion from said combustion cylinder into saidinternal-combustion engine, said last mentioned meansincludmemberagainst the presing a piston reciprocable within saidcylinder by a displacement member re procable in said comsaid primemover against the pressure of combustion chamber, means for deliveringgaseous bustion.

7. Apparatus for generating high fluid presber to said engine, valvemechanism controlling sure comprising a combustion cylinder, means suchdischarge, a prime mover for moving said for charging said cylinder withfuel and medium displacement member against the pressure gencombustion,valve mechanism for controlling the n t m d r at n t t r ip ati n orsaid discharge of said gaseous products of combustion P a from thecylinder, and timing mea for cans- 1 13. In combination, an internalcombustion ening said valve mechanism and firing means to gine having acombustion Chamber and a P be operated on the compressing stroke of saidreciprocable therein, means for burning a mixpiston, v 4 v ture of fueland a combustion supporting medium 9. 'A motor comprising in combinationa cylinand pp y the gaseous P odu ts of Combusder and piston, and ea f rsupplying ttion to said chamber for starting said engine,

ing fluid to the same comprising a combustion Said Starting m s m r s ngmechanism for cylinder, means for supplying medium capable Pumping a dPr d o Combustion into Said of supporting combustion to said combustionham a motor for a tuatm said pumpin cylinder, a piston reciprocable insaid combustion mechanism, and means for Controlling d S a tcylinder,means for injecting fuel for combusmg means so as to interrupt the supplf P tion in i e i means for conducting prod nets of combustion to saidchamber during moveucts oi combustion directly from said combustion,ment of said piston in said chamber n n dicylinder to the firstmentioned cylinder, actuarectionting means for saidsecond mentionedpiston driv- In combinatloni an Internal combustion en independently ofthe power generated by such gine having a combustion chamber and a p stn combustion within said combustion cylinder, and reciprocable therein,an or burning a mixtiming means for causing ignition of said mixtureture of fuel and a combustion Supporting during the compressing strokeof its respective dium and Supplying the llS products 0f 00mpiston andfor causing displacement of gaseous bustion to said chamber for Startingid engine, combustion products from the combustion cylin-' Said ar gmeans Comprising a -d v n der during the latter part of such compressingpump for pumping said products of combustion stroke. into said chamber,and means controlled by the 10. In combination, an internal combustionenreciprocation of the piston of said engine for in- E1118 and means fStarting the Same Comprising terrupting the burning of the fuel duringmovea combustion cylinder ectly conn ct d t h merit of, said piston insaid chamber in one diinternal combustion engine to supply fluidtheremotion to under high pressure and Without Substantial 15. Incombination, an internal combustion enloss of heat means for supplyingfuel and gine having a plurality of combustion chambers dium capable ofsupporting combustion to said and pistons reciprocable therein, meansfor burning a mixture of fuel and a combustion supportciprocable in saidcombustion cylinder, actuating ing medium forrstarting said engine saidstart 'said products ofscombustion into said chambers,

said mixture and the discharge of the. gaseous motor for actuatipg saifipumping mechanism products of combustion from said cylinderso as andmeans contmnmg said stalitmg means t cause said piston t displace Saidcombusto supply products of combustion to an engine ing means comprisingmechanism for pumping t gases during a portion of the compressingchamber only during movement of its respective stroke and under thepressure generated by such ,piston away from the head end thereon.combustion. 16. In combination, an internal combustion en- 11. Incombination, an internal combustion engineha-Ving a plurality 0f o bu ton c ambers gine permanently connected to its load, and and p s ns p a ct er i and starting means for supplying gaseous combustion prodm ans fsa d engine mp n a mot r, a reucts at high temperature and under highpresc p ca D mp driven thereby, means for UP- sure to said engine tostart the same under its plying to the pumping chamber of said pump aload comprising a combustion chamber, means combustion supporting mediumand fuel and for supplying fuel and medium capable of supburning themixture during the omp ssion porting combustion to said combustionchamber, stroke of said pump, means for conducting the gaseous productsof combustion from said pumping chamber to the combustion chambers ofsaid engine, and means for controlling the delivery of combustionproducts to each chamber in timed relation to the reciprocation of therespective pis ton therein,

17. In combination, an internal combustion engine having a combustionchamber and a piston reciprocable therein, and means for supplying hotgaseous combustion products to the combustion chamber thereof underpressure for starting said engine, said means comprising a chamber forburning a mixture of a combustion supporting medium and fuel, adisplacing member reciprocable in said last mentioned chamber and powerdriven means for actuating said displacing member to pump the hotgaseous combustion products into the combustion chamber of said engine,a valve for controlling such supplying of gaseous combustion products tosaid engine combustion chamber, and timing means for timing theactuation of said valve in synchronism with the reciprocation of saidpiston.

18. In combination, an internal combustion engine having a plurality ofcombustion chambers and pistons reciprocable therein, and means forsupplying hot gaseous combustion products to said chambers underpressure for starting said engine, said means comprising a chamber forburning a mixture of a combustion supporting medium and fuel, adisplacing member reciprocable in said last mentioned chamber and powerdriven means for actuating said displacing member to pump the hotgaseous combustion products into the combustion chambers of said engine,means for conducting said combustion products from said pumping chamberto the combustion chambers of saidengine, valves forcontrolling saidconducting means, and timing means for timing the actuation of saidvalves in synchronism with the reciprocations of the respective pistons.4

FREDERICK F. MURRAY.

CERTIFICATE or CORRECTION. Patent No. 1,995,320. March 26, 1935.

FREDERICK F. MURRAY.

It is hereby certified that error appears in the printed specificationof the above numbered patent requiring correction as follows: Page 4,second column, line 46, for l1 and 14" read and 11; and line 48, for"and 11" read l1 and 14; and that the said Letters Patent should be readwith these corrections therein that the same may conform to the recordof the case in the Patent Office.

Signed and sealed this 28th day of May, A. D. 1935.

Leslie Frazer (Seal) Acting Commissioner of Patents.

